Engine generation of synthesis gas



March 6, 1951 J. B. MALIN ENGINE GENERATION 01-" SYNTHESIS GAS 2Sheets-Sheet 1 Filed Aug. 25, 1949 M 5 km a 3 m4 y M mm H 0 A Z 5 w T YA J Y B March 6, 1951 J. B. MALIN 2,543,791

ENGINE GENERATION 0F SYNTHESIS GAS Filed Aug. 25, 1949 2 Sheets-Sheet 2OXYGEN EXIqAZ/ST- 14.0/17/35/0 5 727) M 14 .DM/SS/O/V doM Aiss/o/vAoM/ss/o/v 5 wP/vx/v 3 IN VEN TOR.

Patented Mar. 6, 1951 2,543,791 ENGINE GENERATION F SYNTHESIS GAS Jay B.Malin, Whittier, Calli'., asslgnor to The Texas Company, New York,

tion of Delaware N. Y., a corpora- Application August 25, 1949, Serial N0. 112,326 12 Claims- (Cl. 48-212) The present invention relates to thegeneration of synthesis gas comprising hydrogen and carbon monoxide bythe partial combustion of a hydrocarbon with free oxygen in thecombustion space of a cyclically operating, internal combustion engine.

More specifically, the present invention-concerns the process ofseparately introducing the reactants to the engine combustion zoneduring the intake stroke or portion of the engine cycle, efiecting theiradmixture in the proper proportion for partial combustion to hydrogenand carbon monoxide, subjecting the mixture to substantial compression,and thereafter igniting the compressed mixture and causing it to burnwith ensuing expansion of combustion products.

The product gas is withdrawn or exhausted, preferably during contractionof the combustion zone, and the cycle continuously repeated to insure acontinuing supply of product composed essentially of hydrogen and carbonmonoxide.

The present invention contemplates separately charging or introducingthe reactants, in relatively pure condition, into the engine combustionzone, preferably during movement of the piston away from the cylinderhead, in consecutive order such that substantial admission of thehydrocarbon takes place prior to initiating the admission of freeoxygen.

The admission of the reactants may take place consecutively overseparate periods of time such that admission of the hydrocarbon ceasesprior to admission of the oxygen.

However, it has been found permissible and advantageous from thestandpoint of reducing somewhat the pressure drop across the inletvalves, to continue hydrocarbon admission during the initial portion, atleast, of the free oxygen admission. This follows from the fact thatoverlap of reactant admission is not materially objectionable where theinitiation of oxygen admission is preceded by substantial charge ofhydrocarbon to the combustion chamber. It is particularly true where theoverlap occurs during the intermediate portion of the intake stroke;that is to say, where simultaneous admission of hydrocarbon and oxygenoccurs in the region between about 45" after top center and about 45before bottom center, in which the piston reaches its maximum range ofvelocity away from the cylinder head. Accordingly, simultaneousintroduction of the reactants within approximately 45 of top and bottomcenter is advantageously avoided.

The invention additionally contemplates overlapp ng the exhaust orproduct withdrawal porv mechanical energy and 2 tion of the cycle withthe admission of hydrocarbon, or alternatively, with the injection ofwater vapor or steam to effect substantial purging of the product gasesfrom the combustion space and thereby materially improve the volumetricefficiency of the engine. The use of steam is outstandingly advantageousin this connection, first, because water vapor constitutes a beneficialreactant in regulated, predetermined proportions, and second, becauseinto the product gases, where it is readily removable by condensation.As a result, excessively acute metering of the steam injection is notmandatory, and in a reciprocating engine of the type contemplated, theproportion of water vapor thus retained in the reaction space foradmixture with the hydrocarbon and oxygen charge is readily maintainablein close approximation to the desired, predetermined value. a r

The outstanding feature of the present invention is that is overcomesthe irregular and uncertain operation of combustion engine synthesis gasgenerators which has been variously described as backfiring, detonationand preignition. In general, such operations are characterized by aninterruption or misflre in the nature of a backfire in which the engineloses several cycles'until something approaching regular operation isreached, at which time the difliculty tends to reoccur. The net resultis a continuing irregularity of operation with material loss indeveloped an inferior yield and purity of the synthesis gas product.

This problem is believed, on the basis of theory developed from actualobservation, to be due to a number of factors:

First, simultaneous, separate injection or admission of the reactantgases during the intake portion of the cycle results in a contact of thepure, highly reactive, molecular oxygen with highly combustible,residual product gas, which frequently is still in the final stages ofpartial combustion and under the influence of the high explosiontemperature. Manifestly, under these conditions, misfiring will alwaysbe imminent;

Second, near top and bottom dead center, when the pressure drop into thecylinder reaches a minimum, simultaneous injection of the reactants isaffected by relatively small differences in the manifold pressures ofthe reactants. Actually, it appears that under ordinary operatingdifferences in manifold pressure, the higher pressure reactant may tendto move reversely through the valve or port provided for the admissionof the complementary reactant. In such case, mixture of the any excesswill simply carry aerator.

cylinder. Even where careful precautions are taken to maintain identicalpressures in the oxygen and hydrocarbon gas manifolds, differences inpressure invariably tend to occur and contribute to the difiiculty.

In accordance with the present invention, however, the residual hotcombustion product gases make first contact exclusively with the freshhydrocarbon for a period during which substantial cooling occurs.Therefore, when the stream of free oxygen is subsequently admitted,temperatures are sumciently below the combustion range to preventuncontrolled burning of the mixture.

Similarly, reverse flow or leakage of one reactant into the manifoldprovided for the other reactant is positively prevented near top deadcenter, and preferably also at bottom dead center, where cylindersuction is low. As indicated above, however, during the intermediateportion of the suction stroke, when the combustion space is rapidlyexpanding with creation of a suction and maintenance of a comparativelygreat pressure drop across the intake valves, the simultaneous admissionof the reactants is permissible. This has the advantage of permitting asubstantial angle of admission to assure adequate charging of thereactants without excessive positive pressures in the intake manifolds.

In order to more specifically disclose the present invention in greaterdetail, reference is had to the attached drawing, wherein Figures 1 and2 show respectively vertical and horizontal sectional views of acombustion engine cylinder embodying the principles of the presentinvention, and Figures 3 and 4 are diagrammatic representations oftypical operating cycles.

In the engine disclosed in Figures 1 and 2, which may be of amulticylinder type, an individual cylinder designated by the referencenu-' meral l receives a vertically reciprocating piston ll, attachedthrough pin 12 and connecting rod iii to a crank shaft not disclosed,which delivers the available mechanical energy. A cylinder head I5 isprovided, wherein four separate valves l5, l1, l8 and 89 leadrespectively to individual manifolds 20, 2|, 22 and 23.

In the embodiment disclosed, manifold 20 receives a product synthesisgas through outlet valve l6. Manifolds 2| and 23 respectively supply astream of pure oxygen and a stream of gaseous hydrocarbon. Manifold 22supplies steam under pressure through valve l8.

Ignition is effected by means of a spark plug 25 connected withelectrical igniting means not shown and timed as will hereinafter bedisclosed in greater detail.

Valves l1, l8 and I9 are preferably shrouded as indicated at 26, 21 and28 with annularly disposed projections arranged to insure highturbulence and therefore complete mixing of the admitted reactants byeffecting admission or injection in about the same rotational directionwith reference to the axis of the cylinder. It will be understood thatthe exact arrangement or construction of the mixing shrouds does not,per se, form an essential part of the present invention, andaccordingly, this construction is not shown in detail. Actually, it hasbeen found that shrouds extending annularly through 90-180 of the valveare effective when faced in t generally the same rotational direction.However, this construction may obviously be varied widely to secureadequate mixing and alternatively, provision of directional intake portsand/or turbulence producing cylinder head arrange" ments may besubstituted for this purpose.

In accordance with one embodiment of the present invention, provision,not shown, is made for timing the operation of the valves and ignitionmeans in accordance with the diagram set forth in Figure 3.

Therein, progressing in a clockwise direction from the point A there issymbolized the complete cycle of operation in the case of a typicalfourstroke cycle reciprocating engine. The vertical line 26 symbolizesthe angular position of the combustion engine cylinder axis. Therefore,point 2'8 represents top dead center and point 28 bottom dead center.Accordingly, the angular movement on the right hand side of the line 26covers the approximate intake and combustion or burning portions of thecycle, whereas the opposite side of the diagram relates, in general, tothe compression and outlet or exhaust regions.

Beginning with the exhaust or outlet portion of the cycle at the angularposition A the exhaust valve opens, preferably though not necessarily,somewhat in advance of bottom dead center, and remains open throughoutapproximately the entire exhaust stroke, as represented by the shadedarea entitled Exhaust, during which the product gas produced in aprevious cycle of operation flows through outlet valve I6 into theexhaust manifold 20. In the cycle shown, exhaust valve opening takesplace at 14 before bottom center, and closing occurs at 10 after topcenter as indicated by the angular distances 3!) and 3! respectively.

At approximately top dead center, and preferably somewhat in advancethereof, at the angular position 0, the hydrocarbon inlet valve opens sothe feed hydrocarbon under pressure enters from manifold 23 throughinlet valve It. Admission of the hydrocarbon gas, in the specificembodiment selected, takes place an angular distance 32 of 10 before topcenter and continues throughout the shaded portion of the cycle entitledHydrocarbon Admission to the angular position D, located 100 after topcenter, as indicated by are 33. Closing position of valve is may varywidely from that shown, preferably being about or somewhere after thefirst half of the inlet down stroke.

Continuing the first circle of rotation, the oxygen valve I'I opens atangular position E, at least about 45 after top center, and specificallyATC in the selected embodiment (see arc 34). admitting oxygen underpressure from manifold 2| through valve I1 and continuing such admissionthrough a substantial angular period represented by the shaded areaentitled Oxygen Admission which terminates at angular position F.preferably about or slightly after bottom dead center, and specifically15 after bottom dead center as indicated by are 35.

Following this point, with the valves closed, the engine goes throughalmost a complete revolution in which the mixed gases are compressed,subjected to ignition at point 40, and thereafter burned as indicated inthe line designated as Compression and Burning which continues toangular position A, at which the four-stroke cycle of operation isrepeated.

It will be noted that hydrocarbon admission takes place over asubstantial angular distance before the oxygen stream is admitted. Also,oxygen admission is initiated at a point between the top and bottom deadcenters, at which time the combustion cylinder is under substantialsuction to prevent backfiow of reactant through the inlet port or ports.Likewise, the hydrocarbon admission is terminated considerably inadvance of bottom dead center for substantially the same reason.

It is to be understood, as intimated above, that overlap of thehydrocarbon admission and the oxygen admission periods is not essential,and therefore, the angular position D may coincide with or be slightlyin advance of the angular position E so that the two inlet valves arenot simultaneously open. 4

However, as stated above, the indicated overlap is not materiallydisadvantageous to engine operation and tends to improve volumetricengine eificiency somewhat by facilitating charging of the cylinderwithout excessive manifold reactant pressures.

Attention is specifically directed to the slight angular valve overlapnear top dead center, as between the outlet valve l6 and the hydrocarbonadmission valve [9. As a result of this arrangement, the clearance spaceor pocket of the cylinder is purged or swept with a predetermined amountof hydrocarbon gas which carries before it the product gas. Since theclearance space may amount to 40% of the cylinder displacement volume, asubstantial improvement in volumetric engine efliciency is thusrealized.

Manifestly, the overlap between the angular positions C and B is soselected as to prevent any material contamination of the withdrawnproduct gas with feed hydrocarbon. In other words, the overlap is suchas to effect an approximate metering of purging gas with due regard toengine design, so that the product is forced out of the cylindersubstantially free from contamination by purging gas.

However, in its broadest aspect, the invention contemplates omittingthis overlap between outlet and inlet valves in instances where cylinderpurging is not desired, in which case the angular position B may precedeposition C so that the outlet valve closes at or before the time thehydrocarbon admission valve opens.

Therefore, in operation the engine continuously goes through an exhaustperiod followed by a substantial period of hydrocarbon admission beforesubsequent admission of oxygen during or after which the reactants arethoroughly mixed, compressed, ignited at the point 40 and subjected toburning to produce a gas composed essentially of hydrogen and carbonmonoxide.

Figure 4 of the drawing sets forth in similar form a diagram of analternative preferred cycle of operation wherein the cylinder isscavenged or purged at the end of the exhaust stroke by injection ofsteam or water vapor. To this end, the exhaust period starts with theopening of the exhaust valve at the angular position A, in this case, 20before bottom center, continuing to about 10 before top dead center,where it terminates by closures of valve It at angular position B.

However, at a point of angular position G 30 before top center, that is,20 before the exhaust valve is closed, steam injection valve l8 opens,sweeping the residual product gas through outlet valve l6.

.As above indicated, the period of opening of the steam injection valveis not extremely critical since any small amounts of steam or watervapor carried off with the product gas through the outlet manifold 20are readily removable by condensation. The valve It remains open duringthe period represented by the shaded area entitled SteamAdmission.Thereafter, hydrocarbon admission is efl'eeted through the major portionof the down-stroke, as indicated, to the line D about after top center,at which time oxygen admission is initiated and continues through totheangular position F 15 after bottom center. In this embodiment,compression, ignition and burning proceed as before, while the enginecyclically delivers substantially pure synthesis gas.

It is to be understood that there is a wide permissible variation ofvalve and ignition timing from those disclosed in the above embodiments.For example, opening of the exhaust valve usually takes place anywherefrom 40 before to 40 after bottom center, but preferably, at least 10 inadvance of bottom center. While the exhaust valve normally closes atabout top dead center, it may have adjusted in accordance with enginecharacteristics to close from 20 in advance to 20 beyond top center.

In order to effect eillcient charging of reactants, the hydrocarbongasvalve advantageously opens about or before as much as 20 in advance.Advantageously, it does not close until 90 after top center, preferablyas indicated, somewhat before bottom center. Similarly, the oxygen valveopens at least 45 after top center, for example, from '15 to 102 aftertop center, and may close above or preferably somewhat after bottomcenter, as for example, 10 or up to 20 thereafter. The ignition point 40depends on known principles of engine design and operation which, perse, form no part of the present invention. Therefore, spark timing ispreferably adjusted for development of maximum mechanical energy withdue regard to engine speed and other engine characteristics.

In accordance with one example of actual operation of an engineconstructed as above, wherein separate feeds of Montebello natural gasand a rectified oxygen stream of about 99.5% purity are supplied, thefollowing cycle of timing was observed:

Exhaust valve opens 14 BBC Exhaust valve closes 20 BTC Natural gas valveopens TDC Natural gas valve closes 90 ATC Oxygen valve opens 102 ATCOxygen valve closes 12 ABC CO 35.51 CO2 2.85 H2 59.64 CH4 1.18 CzHs 0.04N: 0.79

top center, as for example,

In accordance with another example, the en-' gine timing was set asfollows:

Exhaust valve opens 40 BBC Exhaust valve closes 20 ATC Natural gas valveopens 20 BTC Natural gas valve closes 90 ATC Oxygen valve opens 75 ATCOxygen valve closes ABC The composition of the product gas did not varymaterially from that set forth in the previous example. However, therewas a material and definite increase in the total production ofsynthesis gas, due, presumably, to the purging effect realized as theresult of the overlap between the open period of the natural gas valveand that of the exhaust valve. As previously intimated, the effect ofsweeping product gas from the clearance space of the cylinder is toincrease total gas production. In the case of the engine employed in theabove examples, the increase is about 6-l0%.

Engine operation was likewise continuous and uninterrupted over longperiods.

It is important to note that substantially identical results, as regardsengine operation and volumetric efliciency may be realized byterminating the overlap between the natural gas and exhaust valves, and,in lieu thereof, injecting steam during the end of the exhaust period.

For example, in an engine otherwise operating identically as above, theexhaust valve closes and the natural gas valve opens at top dead center.Valve l8 opens at about BTC and closes at top dead center, admittingpurging steam at about 60 p. s. i. g. to sweep the cylindersubstantially free of residual gases. Aside from a somewhat increasedproportion of free hydrogen in the final product gas, the advantageousfeatures of the present invention, evident from the previous examples,are all experienced.

As above indicated, the invention especially contemplates feeding theengine with a normally gaseous hydrocarbon such as methane, and theC2-C4 hydrocarbons, such, for example, as are found in natural gas.Broadly, however, the feed may include gasiform or vaporformhydrocarbons, for instance, normally liquid hydrocarbons which are fedin a gasiform condition under a substantial preheat.

Actually, preheating of either or all the reactants to temperatures of300-600 F. and higher is specifically contemplated as a means ofimproving thermal efliciency. It is to be understood that in spite ofthe preheating, the temperature of the feed hydrocarbon is usuallysubstantially lower than that of the residual combustion mixture so thatan initial cooling or quenching occurs to a range at which uncon- 8 freefrom diflicultly removable contaminating gases such as nitrogen.

The ratio of oxygen to hydrocarbon for the production of the desiredsynthesis gas forms, per se,

no part of the present invention, but is determined in general by thestoichiometric proportions indicated for partial combustion to formmaximum hydrogen and carbon monoxide. However, as is known in theproduction of combustion engine generator gas, from the standpoint ofyield, a slight excess of oxygen is usually advantageous. The preferredrange of feed proportioning to achieve these objectives is bestexplained in terms of the atomic O/C ratio of the total reactantssupplied. Optimum yield for a typical engine ordinarily occurs with anO/C feed ratio of about 1.0:1 to about 2.521. In each instance, however,the most appropriate ratio for maximum yield depends upon the specificcharacteristics of the engine and is best determined by actual trial anderror.

In spite of the fact that the detailed examples have been given in termsof a four-stroke cycle engine, it should be apparent that the disclosurein its broadest aspect is not so limited since sequential injection ofthe reactants may be effected prior to, during, or after compression andbefore ignition, in accordance with known engine practice. For example,provision may be made for separately injecting methane and oxygen at thebottom of the exhaust stroke in a two cycle engine such that the oxygenis admitted only after substantial methane injection. Alternatively, inthis type of engine, the hydrocarbon may be injected and compressed toeither or wholly or partly before pressure of the oxygen.

The injection of the steam, as in a previous example, results in meteredinclusion of a predetermined amount of Water vapor in the reactantmixture, which is subjected to ignition. Alternatively, as also shown,steam injection may be omitted. However, supplemental addition of minorproportions of water vapor or steam are usually beneficial, and evenwhere separate steam injection is omitted, it is desirable to-in cludesmall proportions of water vapor or steam with the hydrocarbon gas oroxygen steam supplied to the engine. In general, the proportion of watervapor which may be included may range up to about 50% of the molalvolume of free molecular oxygen supplied to the engine.

In the illustrated descriptions above, the pre- I ferred valve shroudingis aligned to produce a trolled ignition is inhibited. Therefore, it ismanifest that the present process enables a substantial and desirablepreheating of the reactants without the misfiring or preignitiontendency which otherwise would accompany the simultaneous introductionof relatively high temperature methane and oxygen streams into thecombustion zone.

The feed stream of oxygen is, as previously emphasized, advantageouslyenriched or rectified gas composed predominantly of molecular or freeoxygen. Preferably, it contains over 80% and desirably over 90-95%oxygen. As a result, the product comprises a high purity mixture ofhydrogen and carbon monoxide substantially unidirectional swirl. Asthere intimated, however, the highly desirable intimate admixing of thereactants may be realized by arranging the valve shrouds in rotationallyopposed directions so as-to induce opposing swirling of the introducedreactants. By such means, for example, the hydrocarbon swirl isestablished first in one direction whereas the later admitted oxygen iscaused to swirl in the opposite direction. Actually, it appears at thepresent time that opposed swirling provides somewhat more thoroughmixing. Accordingly, the invention contemplates any combination ofswirling actions effective to realize the desired mixing and combustion.

Obviously, many modifications and variations of the invention ashereinbefore set forth may be made without departing from the spirit andscope thereof, and therefore only such limitations should be imposed asare indicated in the appended claims.

I claim:

1. In the combustion engine generation of synthesis gas by the'reactionof a gasiform hydrocarbon with free oxygen wherein said reactants areseparately charged into the combustion space of a cyclically operating,internal combustion engine in approximate relative proportions for theformation of a partial combustion product composed essentially ofhydrogen and carbon monoxide, mixed and compressed therein, subjected tointernal combustion with the generation of mechanical energy, and theproduct hydrogen and carbon monoxide is thereafter withdrawn as arelatively pure stream, the improvement which comprises charging suchreactants to the combustion space in consecutive order such that thegasiform hydrocarbon is first admitted and the admission of the freeoxygen later initiated after substantial prior admission of thehydrogen.

2. The method according to claim 1, wherein the reactants include watervapor.

3. The method according to claim 1, wherein water vapor is'admitted tosaid combustion space during the latter portion at least of thewithdrawal of the products of reaction from a prior cycle, therebycausing substantial purging of the desired gasiform reaction productsfrom the combustion space.

4. The method according to claim 1, wherein the reactants includehydrocarbon gas.

5. In the combustion engine generation of synthesis gas by the reactionof a gasiform hydrocarbon with free oxygen wherein said reactants arecharged to the combustion space of a cyclically operating, internalcombustion engine in approximate relative proportions for the formationof a partial combustion-product composed essentially of hydrogen andcarbon monoxide, compressed therein, subjected to internal combustionwith the generation of mechanical energy, and the product hydrogen andcarbon monoxide thereafter withdrawn as a relatively pure stream, theimprovement which comprises separately charging the reactants in thecombustion space by steps including first initiating the admission ofsaid hydrocarbon, initiating the admission of the oxygen aftersubstantial admission of said hydrocarbon, and terminating admission ofthe hydrocarbon substantially prior to termination of the admission ofsaid oxygen.

6. In the combustion engine generation of synthesis gas by the reactionof a gasiform hydrocarbon with free oxygen wherein said reactants arecharged to the combustion space of a cyclically operating, internalcombustion engine in approximate relative proportions for the formationof a partial combustion product composed essentially of hydrogen andcarbon monoxide, compressed therein, subjected to internal combustionwith the generation of mechanical energy, and the product hydrogen andcarbon monoxide thereafter withdrawn as a relatively pure stream, theimprovement which comprises separately charging said reactants to thecombustion space in relative order such that the hydrocarbon gas isfirst admitted and the oxygen is later admitted and form- 1 ing asubstantial admixture of said introduced gas prior to combustion thereofwithin the combustion space.

7. In the combustion engine generation of synthesis gas by the reactionof a gasiform hydrocarbon with free oxygen in a cyclically operating,reciprocating, internal combustion engine wherein said reactants areseparately charged to the combustion space of the internal combustionengine in approximate relative proportion for the formation of a partialcombustion product composed essentially of hydrogen and carbon monoxideand wherein the separately introduced reactants are mixed, compressed,subjected to internal combustion therein with the generation ofmechanical energy and the product hydrogen and carbon monoxidethereafter exhausted as a relatively pure stream, the improvement whichcomprises charging said reactants to the combustion space subsequent toexhaustion therefrom of the major portion at least of the reactionproduct gases resulting from prior cyclic operation, in such relativeorder that a substantial proportion of the hydrocarbon is admittedbefore admission of the oxygen and terminating admission of thehydrocarbon prior to termination of the admission of the oxygen.

8. The method accordingto claim 7, wherein the reactants include watervapor.

9. The method according to claim 7, wherein water vapor is admitted tosaid combustion space during the latter portion at least of the periodin which the products of reaction are being exhausted therefrom, therebyeffecting ,a purging of the desired gasiform reaction products from thecombustion space.

10. The method according to claim 7, wherein the reactants includehydrocarbon gas.

11. In the combustion engine generation of synthesis gas by the reactionof a gasiform hydrocarbon with free oxygen wherein said reactants areseparately charged into the combustion space of a cyclically operating,internal combustion engine in approximate relative proportions for theformation of a partial combustion product composed essentially ofhydrogen and carbon monoxide, mixed and compressed therein, subjected tointernal combustion with the generation of mechanical energy, and theproduct hydrogen and carbon monoxide is thereafter withdrawn as arelatively pure stream, the improvement which comprises charging suchreactants to the combustion space in consecutive order such that thegasiform hydrocarbon is first admitted under pressure during the latterportion of said withdrawal of the product hydrogen and carbon monoxidesuch that the residual products of reaction are positively swept fromthe combustion space by the admitted hydrocarbon, and thereafteradmitting oxygen to the combustion space.

12. The method according to claim 11, wherein the reactants includewater vapor.

JAY B. MALIN.

I No references cited.

Certificate of Correction Patent No. 2,543,7 91 March 6, 1951 JAY B.MALIN It is hereby certifiedvthat error appears in the printedspecification of the above numbered patent requiring correctionasfollows:

Column 8 line 47, for the word steam read stream; column 9, line 18, forhydrogen read hydrocarbon;

and that the said Letters Patent should be read as corrected above, sothat the same may conform to the record of the case in the PatentOfiice.

Signed and sealed this 8th day of May, A. D. 1951.

THOMAS F. MURPHY,

Assistant Owe/mission? of Patents.

1. IN THE COMBUSTION ENGINE GENERATION OF SYNTHESIS GAS BY THE REACTIONOF A GASIFORM HYDROCARBON WITH FREE OXYGEN WHEREIN SAID REACTANTS ARESEPARATELY CHARGED INTO THE COMBUSTION SPACE OF A CYCLICALLY OPERATING,INTERNAL COMBUSTION ENGINE IN APPROXIMATE RELATIVE PROPORTIONS FOR THEFORMATION OF A PARTIAL COMBUSTION PRODUCT COMPOSED ESSENTIALLY OFHYDROGEN AND CARBON MONOXIDE, MIXED AND COMPRESSED THEREIN, SUBJECTED TOINTERNAL COMBUSTION WITH THE GENERATION OF MECHANICAL ENERGY, AND THEPRODUCT HYDROGEN AND CARBON MONOXIDE IS THEREAFTER WITHDRAWN AS ARELATIVELY PURE STREAM, THE IMPROVEMENT WHICH COMPRISES CHARGING SUCHREACTANTS TO THE COMBUSTION SPACE IN CONSECUTIVE ORDER SUCH THAT THEGASIFORM HYDROCARBON IS FIRST ADMITTED AND THE ADMISSION OF THE FREEOXYGEN LATER INITIATED AFTER SUBSTANTIAL PRIOR ADMISSION OF THEHYDROGEN.